Train-despatching system.



P. 1. SIMMEN.

mm ncsmcume svsnsm. APPLICATION FILED NOV-18.191]- 1,257,412, Patented Feb. 26, 191-8.

3 SHEETS-SHEET I.

v Q I auvcm foi q v'mtmeowo Y J d y V N i P. J.-SIMME'N. TRAIN DESPATCHING SYSTEM.

APPLICATION FIL'EU NOV 18. I911- I I H Patented Feb. 26,1918.-

3 SHEET$SHEET 2.

A r. 2150M Q vi meow mm DES 'PATCHINGSYSTEM. APPLICATION FILED NIH-18, l9 l1.

1,257,412.- Patented Feb. 26,1918.

3 SHEETS-SHEET 3.

UNITED STATES PATENT oFFioE. ,l

ram. J. SIMMEN, or mmanlironis, INDIANA.

'rnAm-nEsPArcHmd SYSTEM.

. Specification of Letters Patent.

Patented Feb. 26, 191 8.

' Application filed November 18, 1911. Serial No. 661,112.

To all whom it may concern: a V

. Be it known that I, PAUL J. SIMMEN, a citizen of the United States, residing at Indianapolis, in the county of Marion and State of Indiana, have invented anew and useful Train-Despatching System, of which the following is a specification. 7

My invention relates to train despatching and signaling systems.

In the operation of railroads, whether steam or electric, it is necessary that the train movements of the road, or a division thereof, be directed by some one man, the despatcher, who has'inforniation as to the location and movements of all trains. To 2- complish this, there must be communication between this man and the trains, both for giving him the necessary information and 1 instrumentality used in the operation of the railroad, while at the same time allowing the greatest possible freedom of action so long as it is within safe limits; to eliminate the' necessity for any human intermediary, who

generally forms the weakest link in the 3 chain, between the despatcher and the train operatives; to increase the facility of operation and the track capacity; to provide bet ter disciplineamong the employees; and to do this by a system which is at once inex:

. pensive to install and maintain, efli'cient and reliable in operation, not subject to easy derangement, and in its preferred form requires no movable parts at stations along the road.v

In carrying out my invention, there are provided a slgnal controller located at the train despatcherls oflice and haying its parts locked and'interlocked to prevent dangerproducing operations thereof by the despatcher, train signals controlled by said con-.

troller, and a graphic recording device located at the despatchers ofiice and controlled automatically by the movements of the trains in response to said controller. The

recording device gives the despatcher=" -i1ll,- constant, and immediate information a's to both the location and. the movements of :all trains under his control; and also serves asa permanent record, which may be used, for enample, by higher officials of the road for disciplinary purposes. With this'informa. tion gra h cally before him, the despatcher is not lie. le to make any error in judgment;

but if he should, the locks and interlocks ofv ,the signal controller positively preventsuch error from becoming effective in action. The interlocks of the controller paitiiQ are controlled by the adjacent parts. The com troller locks and the record are controlled in common by the movements of the. trains inresponse to the signals produced by the signal controler and may be made to cease their actionswithout such movement only by the .cooperation of the despatcher and a train operative.

Thevariousnovel features ofmy inven tion will appear from the description'and drawings, and will be out in-th'e claims. Y

In the drawings, Figure 1 shows diagram matically a preferred embodiment of my "invention; Fig. 2 is. a .front elevationfof'the despatehers board, ofthe system of; Fig-l,

showing the signal controller and the graphic record in their preferredrelation-' an end elevationof such board; F1g. 4 is an enlargcdend elevation of the signal controller. the casing being in,

ship Fig. 3

section substantially on the line 4-4'0f Fig. 2; F g. 5 1s a fragmentary sectional-view showing some of the parts of Fig. 4: in a different position; Fig. 6 is a fragmentary sect on substantially on the line 6-45 of Fig;

4; and Figs. 7 to 11 inclusive are din-gran matic views showing some modifications. j

The railway system illustrated has a sihgle track 19, "over which there istraflic' 'in both directions. Along this track,--whi/ch may be assumed tofrun east and wes 'a number of'stations A, B, C, D, E, F,

These stations may be actual railway :stations or other conyenient dividing points between blocks, station A being assumed to be a terl ninal of the road or of one division thereof At each station there-is a siding '11, which inthe diagrams is shown dis ropj'ortionately large in relation .to the ist anoe; between two adacent stations, orthe blocks -and-'.also...'a home third rail section 12 and a distant third rail section 13forea'ch direction of movement,- the third railseetibiis for each direction of. movement con veariently being onthe right haud-rside. .of

the trac particularly pointed h and the distant third rail sectioi being engaged by the shoe 15 of a car before the home third rail section12. Preferably, the siding 11 is located between thethlrd rail sections for the two directions of move- 'ment. o

In the preferred arrangement shown in Fig. 1, the four third rail sections at each engages either [of-its cooperating buttons 20,

which are connected in common by a wire through a switch 31 to one side of "a bat tery 21, the third rail sections 12 and 13 for. 20

the corresponding station are-energized; so that if the shoe 15 of a caris in engagement with one of such third rail sections, the circu it is completed from the latter'through the car to" ground, the side of the battery 21 being also grounded through wire 21. This circuit, beginning at battery'21, includes wire 21, ground, wheels of car, wiresj21", 21 and 15 on car, shoe 15, third rail section 12 or 13, wire.12!,:f11se 32, relay. 17, arm. 18, button 20 and, wire 20 to-batte 21. The connection on the car between t e shoe 15 and the ground preferablyincludes a relay magnet 22, which, whenzener 'zed, lifts and holds lifted its armature 23, t us com leting a circuit from a local battery 241 or the green or safety lamp 25 through the wires said lamp vwith the- 25 and 25*, connectm battery 24. ,Asthe oe 15 passes' ofi' the 40' third rail section it swings into engagement with a contact 26, which is connected" by wire 26 through a magnet 27 to a button 28 also engaged by the armature123 when the call the attention of the engineer ormotorgem to the fact that a third rail section has ee cha einsimglnal's. If the third rail section thus engag 'magnet 22 is maintained energized 'b current from the battery 21', as above exp ained, and,;,the green safety light 25 is maintained a: However, if section,

is not alive, the magnet 22 is denergized to complete the circuit for the re or danger double pole switch '19 of the signal control- There is a switch19 for each station A,

green light only by thesengagemcnt of the opening the switch 31 the despatcher can which is not connected to the buttons 20 r The arm' is movabl'e'from "its" midd e or.

- latter is in itsupper position, thuscompleb .5

reached and thatthere is a=possible by the shoe 115 is alive, the.

upon the separation of-the shoe, 15 and contact 26 and the armature 23 drops to break the circuit for the green or safet light and light 33 by engaging the contact 23 which is connected by wire 23-with the battery 24, which isconnected to said armature 23, the lamp 33 being located'in the circuit. This danger light remains burnin even ifthe car passes-beyond the denergizc'd third rail sectlon .as the holding circuit on the car, above described, is now open. The signal can be changed from the red light to the shoe 15 with an energized third rail section, and from a green-'lightto a red light only by the engagement of the shoe 15 with a dead third rail section, but under such condition the change occurs. immediately. By

make all the third rail sections dead; this ma be desirable" for emergency use, as in' vio ent storms. a 1 In addition to its arm 18, each switch 19. has a second arm 35, which is movable with the arm 18 and may be connected through the wires 35*" and 35, the switch 36 operated by the relay coil 17., wires 36 and common line 36", with one terminal of abatter 37.

off position into engagement .with either b1 1 tton '38 or 39. These buttons are connected. to the operating magnets of the east and west boundirelays 41 and 40, respectively, I

by'the wires 38 and 39t,each button controlling the closing ma net 42 for the relay for the block next ina va nce' 'a-nd the open-- ing magnet 43 for the block next .in the rear, if any, the two magnets being connected by a "wire 42*,101 relays 40 and 13 for relays. 41; Thus, assumin the arm 35 on the but- 7 ton 39., the circuit eginning at the battery 37, is through the wires 36" and '36, the switch 36, thewiresfi'? and 35?, the arm 35, the wire 39f-,,-the magnet 42-, the wire 4:2, the magnet-' {E?v, the wire 43*,Iconnecting said magnet 43, and the line- -wire 43'' leading back to the-battery-37. For clearnes'sin the diagram, as well as for convenience in practice, as illustrated-in Fig. 2, all the east.

, bound relays 4'0 are arranged in one line and all the. west bound relays 41in another line.

The cast and west bound relays 40 and-141, when closed, complete the circuits of locking elcct'ro-magnets 4 1 for theswitches 1-9 which. control their closing .nioyenieuts. One (if these circuits maybev trad das iollo'ws: he ginning'at the b'atte'ry 3'Z,=;throi1-glh the lined3", the relay-4&0, the w'irektth,thermagnet. 46, the wlre 47, theclockswi'tch4154,.andthe wire 45.,to the batter'y 37, or from the battery 37, through the wires 143' and; 43",

the 1'21 y. i w 'i the .m n .47,v the w ts, the, am 5 seq-t l w en:

l .erably obtained by an electro-magnet 50 op owl and ratchet deriae'fihafifl to the battery 37. Thelockin' magnet circuit can ,be traced, for examp e asfollows: beginning at the battery 37, thence through the wire 43", the relay lO, the wire 44, the unlocking magnet 44, and the wire 36" to the battery 37.

In the diagram of Fig; 1, this record sheet is shown as moving upwardly, though in actual practice it is preferred that it move downwardly, as'indicatcd in Figs. 2 and 3. The movement of the record sheet 49 is pref- ,erating a I 0 controlled by the clock switch i5, thecircuit for the magnet 50 comprising the battery 37, wire 43*, a wire vv50, magnet .50, a wire 50 line wire 47?, switch. 45 andwire 45 to battery 37. -"lhe'record' sheet] 1:9 is ruled with parall lines transverse to its direction of moye'gie'nt. :These lines represent the time they actually pass the row of perforating needles, this-time preferably being marked along the edges of the sheet. The rate of travel of the sheet may be designed to suit the particniar The record sheet is also ruled with longitudinal parallel. lines denoting the various stations A, B, C, alon the road. The spaces between the longitu inal or station lines represent the blocks between stations. For each block there is aneast bound perforating magnet 46 and a west bound perforating magnet 47, these two magnetsbeing located so that their needles 48 will mark the record sheet onthat side of the center of the corresponding block thereon on which is the station. line representing the station from which said block is entered.- Thus the perforating maggots-46 and $7 for the block B-U will perforate the record sheet somewhat to the left and to the right respectively of the center of the space between the station lines B and O. In addition to the block perforating magnets 46 and 47, there is a station perforating magnet 52, with its perforating needle 48,

which is energized through the corresponding switch 36 whenever the corresponding relay coil 17 is energized. T he circuit is as follows Beginning with the battery 37, the current passes through wires 86 and 36, switch 17, wire 35", a. wire 52, magnet 52,

.thence by tires 5O and 43 back to battery 37, 1 y

The perforating magnets 46, 47, and 52 are arranged in separate tiers, as best shown in'Fig. 3, the station perforating magnets being locatedin front of the sheet 49 and the other perforating magnets behind' it. The needles 48 of these perforating magnets are preferably separate from the armatures thereof, and carry weights-54710 that when pushed toward the record sheet 49 by the-ir'rcspective armatures 53 they will pierce the paper by their own momentum, and then,

" by the action of the springs 55, spring 57pperated by the magnet 50,.under a friction-ro'llerhcfi in a straight line to theroller 59, thenceto the roller 60, and from there to aspring winding roller 61 of any usual construction.

Each. switch 19 is mounted on arod 65 operated by a handle 66, and the various switches 19 are arranged side by side within a case 67 which may either be made of glass or provided with a glass top 68. Each" rod 65, carrying its switch arms 18 and.35, is

spring pressed inward, or to the right in i Fig. 4:, by a coil spring 69, but may be moved forward against the action of such spring to bring the switch arms out of the.

plane of the cooperating buttons 20,. 38 and 39 into engagement with a plate 70, shown as a pair of contact-buttons in Fig. 1.. All the plates 70 aregrounded through an electric bell 71, by means of the wire 71, for

purpose which will hereinafter appear. The springs 69 are preferably. located within fixed nipples 72, concentric with the cor responding rods and mounted on a, fixed bar 7 3 extending longitudinally of the casing 67. A pin 74 projects from the front face of each nipple 72, and may engageany one of three holes 75 in a segment 76 fixed on the switch operating rod 65." The segments 7 6 are arranged all in the same plane, and are so shaped, as best shown in Fig. 6, that the upper fndsnfj vo adjacent switches 19 cannot be thrown tiiward. each 9 that s;

that such two switches cannot besothrown'i as to admitoppositely traveling cars in the same block at the-same time. The-general arrangement and operation of the segments '76 is indicated diagrammatically in dotted lines in 1. In order to turn any switch 19 from one position to another, it is neces sary that the rod 65 first be pulled forward to disengage-the pin 74 from the hole 75" with which it was in engagement. This movement is less than the thickness of the segments 7 6. Each segment is also provided with a pair of notches 7 7 into which the lock- 78 controlled by a locking magnet 44 may be .1

moved when the switch 19 is in either. ex.- treme posltion. For.d1agrammat1c conven- .ience,.the notches 77 are shown on the top of the se ment in Fig. 1, though in actual ractice t e notches are preferably inthe ower edge of said segments as shown in so bound relay 40 for the block A413. At the rod 65.

Figs. 4, 5,, nd 6. Thesc'notches may be closed, to" preventthe lock 78 rom belng moved intoth'em,;by bars 7 9 operated by a spring push button 80 in the corresponding F, say,to the left, as indicated in" Fig. 1.

This lockst'he switch 19 for station C, so I cannot be thrown back to off position, and a that it can be moved neither. to the right nor to-the left, and irovides fora-meeting of, the two cars at station C. The car 81 at the terminal station A receivesits proceed or clear signal, given by the movementto the right of the switch 19 for such station, at say 4:12 p. m, the shoe of such car then being on the distant third'rail; section 13 for said station. This signal, as already explained, causes the lighting, of the green light 25 in such car. The closing-of the circuit through the car also energizes the relay coil 17" for, such .sta tion, thus closingthe I switch '36 and completing thecircuit for the station recording magnet 5215f station A and, through; the switcli'armi35 and button 39, that oft-he closing magnet 42 of the east moment the motormanreceives his signal to proceed, the stationiiier forating magnet"52 ffo'r' station A makes a dot'on the line A, thus recording both the presence of the car at that ,stationand the giving ofthe signal to the motorman, and practically simultane- I f ousl yftherewith the east Bound perforating magnet 46 for the block "A343 begins to mark the record sheet at the proper place, the circuitlof this magnet being completed through thecorresponding relay 40 and the clockswitch 45. The closing of the relay '40 also causes the I energization of the V corresponding locking' magnet eastc]; the

switch '19 for [station A in its east bound position; The magnet 46,? makes arnarkor perforation. on the 'record'she'et every time 1 the circuit is closed, by the clock switch' lfi, the record sheet." heingimoved forwardcorrtinually by thesolenoid, 50 and the same clock switch 45, Thus a continuous mark or V ,cutis produced-by the magnet 46 on the sheet e9 while'itlfe relay A0 remains closed;

the car SIhrOceeds eastwardgafter, leaving the distantthird rail on which. it wasoriginally, it rsbonbassesjthe home; third railsection, vfor -station A',,thus ringing: the bell 29 and making?a' secondxnai k or dot on the station line A of the record sheetl; By the distance betweenthesetwo dots, the des-i' patcher canitell the speed with which the car travels the. distance between "the two third- "rail sections 12 and 13, of this or any other station, andby the position of the armature 53 for the station perforating magnet 52 of station A he can tell whenthe car passes off a third rail section. Sometimes the distant third rail sections maybe omitted, As thecar proceeds from station A; to station B, the green or safety light in such carby the interlocking action of its segment 76 with the corresponding segment 76 of the adjacent switch 19 for station'B the latter switch cannot, even if the operator should try to do it, be thrown to west bound position; e.,-to a position to admita west bound car into the block A--B.

When the car 81 reaches station E, itsshoe engages the, distant third rail section 13 for such station. The lifting of the shoe by this engagement separates'i't from the contact26', deenergizing the magnet 27 toring' 1 the bell 29 and call the motormans attention to a possible change; in signals; I The switch! 19 being alreadyfin east bound position, this completes a circuit} from the "battery 21 through the ;contact,20,-th'e switch arm 18,

the relay coil 17,-the wire *lfijand the third.

rail section 13, all-ofstation B, and thence.

through the shoe 15 and the magnet 22;-on f the car, to ground, thus maintaining the green light on the car burningand causing the closing of the switch 36 for said station. The closing of the'switch 36 causes the perforating magnet 52 for-station B to -make a dot on thelin'e'B on the record sheet 49,".and also completes a circuit through the switch arm and button 39 for station B to the closing magnet 42 of theeast bound relay & 0 for the blOekB-fCand the opening magnet 43 for the eastbound relay of the block vA-B, whereupon'said tw.o relays are moved to closed and open positions respec ti'vely. The opening of the relay 4O d'e'nergizes the east bound perforating magnet 46 for block A B and the locking magnet 44 for theswitch 19 01. station A, thus'causing 1 the cessation of the record for block LA--B ,and'the unlocking of'the switch 19 for stav ti'on A. The closing of the re1ay, 40 for block B-C causes the locking of the switch '19'for station JB by the corresponding locking magnehe l, .andx energizes, through the clockflswitch 45 the east bound perforatingmagnet 46. ior the jblock .The' latter now' begins it's recordingfwhich it continues'untlljthe car 81 has passed eastward out of the block BC. When the car passes the home third rail section for station B, the 1 bell 29 is rung-and a second dot made on the line B of the record sheet. 5

When the car81' reaches station 0, the third rail section's 0t; which are denergized .because the switch 5 19, for such 'station'is' in its middle position, the lifting of the shoe 15 by a dead third rail section causes the deenergization of. the-magnet 22, which drops its armature 23, thus lighting the redlight 33 on the car and gtinguishing the green-light 25.. At the sa e time, and.

whenever the shoe-15. is lifted by a third rail section, th'e'zbell 29 is rung by. the deenergi- 'zation of the'gmagnet 27, thus calling the motorm'ans, attention to the fact that his signals maylbe changed. If, regardless of the danger signal, the motorman proceeds past, this station, the fact that he has re-' c'eived no signal to proceed is recorded on the record sheet by the absence of any perforation' on the corresponding station line. The motorman now rings up the despatcher by" the magneto ringer on his telephone 83,

, which is preferably located in his cab. The

circuit extends from the telephone 83 by the wire 1'5- through the shoe 15, the third rail section 12 or 13, the wire 12, and the wire 16'to the despatchers oflice, whence. it asses through one of the condensers 84 andt ence by wire 84 to the despatchers telephone 85 and through'a rela coil 86'to ground. The

. 'despatcher now ta k's over his telephone 85 directly t9 the motorn anqat hisfte'lgihpne 83, and' gives verbal ordered" arecord of these orders may be ept 'eh a phonograph. The alternating currents- 01 I telephoning-and for the magneto ringing. arereve nted from interfering with the sig-' nu direct currents used, forthe signal circuits .do not intrfereiwithjthe telephoneor ringyJthe inductances in the latter, and the ing circuits because of the condenser-e184 therein. A similar condenser 87 also, be arranged between.- the motor manstele-' phone-83 and the shoe 15. a

In the meantime, the car 82 has been proceeding westward, making its record on the recordsheet 49 and receiving its pro er sig nals on the way; and has reached t e east end of the station 0, say. that the car .82 has reached said. station.be-'

forethecar'Sl. did. The motorman on the car 82, ringingiip the despatcher because of the. red' signal he has'received, is told to take the siding 11 at such station, but before doingso to g ve a release ring so .that the operator may. release the magnetically locked switch l9'ior'station D, the last live station-the car .82. has passed. This release ring ,is ;a mere ringin of the telephone magon thecar 82, w ich ener zes, the relay chil -88 st thedespatchers-o co and thus closes t switch 88,. wWh'ile this switch reclesed, the despatcher maypush the;

. "tiahgbuttomfiflto coui lete a circuit swun boun 19 of station.

Let us assume then comprises battery 37, win e188, switch 88, main wire 88", branch'88, button switch 89, wire 43, opening magnet 43, main wire 43*, wire 43 and battery 37. To'obtain this release, it is necessary for the motorman and despa'tcher to coiiperate, the despatcher pushing the button 89 while the motor-man is rmging his magneto ringer. If'desired,

car 81 at station C, now receiving the proper signal and-starting the proper record, may now proceed eastward past the car 82 on the siding.) The switches 19 at stations D, E and F may also be set to east bound position for the car 81,. which, under the control of the despatcher, proceeds on its way-to its destination, or until another car is encountered, which may be passed in like manner. The car. 82 now backs off the siding 11 at station C after the car 81 .has passed. Upon reaching the home .third rail section for that station, it receives a clear.

signalg-the recei t of which and the presence 'o the carkatit it thirdrail section being recorded by, the station perforatingmagnet 52 -for station- C, and proceeds on its way westward.-

In order to maintain his record complete,

the despatcher-when he operatesthe'switch as abovedescribed to allow' the-car. 81 to proceed; eastward, ushes in jthebut ton weir-inch switch and t us closes the slots 7 7 by the. bai'fs'"79. .This prevents thelockin .of such switch by the niagiiet- 4:45

while the utton 80 is held in. As soon "as the 'car' '81 has started eastward and has begun its record for section CD the despatcher, still holding in the button 80, moves the, switch 19 of section 0 to westward position, so that when the car 82' starts westwardfrom' station C its movements will be recorded. This movement of the switch '19 of station-C from eastbound to westbound position does not-interfere with the record of the "car 81 in section G-D, 5

Thus the despatcher has a complete record before him on the record sheet of the movements of both cars 81 and 82 and can' tell precisel when they arrive at any sta- In case. the. despatchan desires communication with a,

tion and w, en they leave" it.

motorman-ahany time, he simply moves to or leaves in its middle' position the switch 19-fo1: the station which the motel-man is 'ap proaching, so that the motornian upon ar-,

to east bound position. he east riizing'at such station will receive a danger signal and will call up the despatcher for which has been passed by a car/from being instructions. The interlocking se' rents 76 espatcher on 'thefswitches 19 prevent-the from sending two cars into a block from the Opposite ends thereof,- even should hebedisposed, to do-so; The locking magnets 44 prevent a locked switch 19 for any station thrown: from' theposition in which. it was requiredto be in order to allow thecar to pass that station until the carqhas reached the next station, unless by the cooperation of the'despatcherand-a motormanv When aswitch' 19 is thrown from any positionto another, the'arm 18 necessarily en 'ga'ges the cooperating contact plate 70, which,"-'in 'tliediagram ofliig. 1 is shown as f divided "into two contact buttons located rearm 18' connects the corresponding wire 16 through the bell 71 to the grounded side of the batteryfll. If-this wirc lfiis crossed with another of the wires 16 and the latter happens to be energized, a circuit is completed 'fron'r the battery '21 and such ener-v gized Wire 16 throughthe first-namedwwire 16,'the switch arm 18-of plate 70 and the bell 71 to the grounded side of the battery 21, and the resultant ringing 'ofithe bell tells the despat'eher of the cross between the two wires 16. Thisfurn'ishes'a continual test for;

thesewires', forsi'f there .;is a crossbetween any two of them or betweenany one and any foreign-source of M. 'F., the desnatch'er in' "his manipulationof the switcheslQ willjal ways discover ite-in a very short time.

" Although the 'arranfement illustrated by me, ;various other Fig. 1 is n'oWaprefer-re arrangements may be used i.nstead.- Some v. point control; and it requires twice asymany of these alternative. arrangements are shown in Figs. 7 .to 11, inclusive." In Fig. Len stead of-Ja singleswitch arm 18, there are separate switch 'arms'18" and18,- Iwhicl 1 are con; nected throughwseparate relayhcoils 17 and '17"'to theeast and westbound third ra1lsections, respectively,,at thewesband east ends is a block;thatis latadjacent-stations. ahe two switches 18: .and 18 are inter-, locked "by interlocking "segr'nen ts 76* and; 76", whichrprevent-the ,two switches from "being" closed simultaneously; to complete {a circuit fromthebattery 21' to the third rail sections controlled therebv. This gives what may be called a block control rather than a' wires, there being twp for each station,

as does the arrangement'shown in Fi%.-1t.h

The switches-36' and 36" operated 7 relay coilsIlCiand 17 control thepro'per relay magnets .42. and .43 nidependently. of

switchop erated with the switch 18 and 18 I0 thatthe switch ,ams 85 of Fig. 1

spectiyely between j the middle 1 position and v the two contact buttons 20. Thus in passing from one position to another; the switch can be entirel omitted in this modification. The. relay coi s .17 and 17.elso control directify the proper station perforating magnets .52; the two coils 17 and 17 for the samestation controlling the same erforating, magnet .52. These. connections are shown in a simple. form in Fig. 7. 'The arrangement shown in ig. Ediflers. fromlthat shown in Fig. 7 in that there is a common 'line'w'ire for all the tliircl ruil sec- I tions at, a station, the differentiation being obtained by supglying' the east bound third H rail section's wit direct current from a battery or direct current generator 21 and the west bound third rail sections from an alternat'ini current generator 21". Inductances 91 an condensers 92 are placed in'the direct "current circuits: and thealternating current circuits respectively to' prevent interference between the two kinds of current. Interference between the telephoneor magneto circuits and the alternating current signal circuits is prevented by 'properly choosing the frequencies used and designing the apparatus to respond onlyto the proper frequencies. h

The arrangement of Fig. 9, like that of I Fig. 7 diffe'rsfrom that of Fig. 1-in that there are two wires 16 and 16" to each sta to separate relay coils 17 and 17', as in the arrangement of'Fig. 7, and areconnecb ed to contact buttons and 20", the single nected dir'ectly to the battery 21. The switch arms 18 are "interlocked by .se e'nts 76 in the same manner a'sin Fi .1. ndwest'bound third m5 sections are separately controlled, the switch arms may trol the proper relay coils 42. and, 43 and the 'pro' in the same manner asinlg Fig; 10 difi'ersfrom Fig. n substantially the same wayv as Fig. 8 does from Fig. 7, the east bound thirc lraibsection being sup-- plied with directcurrent :andftheir circuits wes't'" bound 1 third rail section 'being suppliedwith falternating currents and their circuits containin a-suitable condenser 92.

s ation control'systeins an ,the' latter block control systems.

The arrangement used for the third 'railfsections at two stat ions, which are preferably adjacent stations ,one of these stations beingsupplied throu h an inductance 91 with' i tion instead of one. 'Here these wires lead switch arm 18 for each station being conince the. east be omitted for the switches36 and 36" conper station perforating magnets52 containing suitable indu'ctarnces 91, and the .Fi'gs. 9"and-10"di er from Figs. 7 and 8 re "iispectiv'elyin thatthefo I 'er arepoint or of 11 closely re-- .sembles that of Fig. 1, but dispenses'with half ofthe wires 16. The same wire '16 is 1 rect cub ffent romthe battery 21 and the 'other.

generator 21". In this modification, as in that of Fig.1, the switch arms are *provided, there being but one relay coil 17 for all the third rail Sections at a station.-

While I have shown my invention rather complete in a preferred modification, and diagrammatically in severalother modifications, it'is not limited to the arrangements shown or an of them. For instance, instead of having thesignals on the car, as illustr'ated'inthe preferred arrangement shown,

any other suitable signal, referably of the normal danger type, may he used. My invention is capable-of wide variation, and certain features ofit can be" used without others, .or with substitutes for-others so I aim to cover all modifications which do not involve a departure from the spirit and scope of my invention as set forth in the :t'ollowing claims.

What I claim is: E

1. In combinatioma railroad divided into blocks, means for giving power to operate signals for cars or trains at the dividing stations between blocks, signals on the cars operated 'by said means, means at a central point for normally locking the signal-giving means of the various stations and locking said means for a station when a car or train has passed such station, and is still in the adjacent block, and means for operating the locking means ,to release the signal-g ving m'ea s while the car or train is in said block.

2. n'combination, a railroad divided into blocks, controlling meansfor giving power to o erate signals for cars or trains at the divi ing stations between. blocks, means at a central point for normally locking the sigrial-control 'means of the various stations and locking said means for a station when a car or train has passed such station and is still in the adjacent block :to prevent a change of signals, and means for holding the said locking'means while the car is in said block.

3 In combination, a railroad divided into blocks, controlling means for giving power to operate si als for cars or trains at the I dividing stations between blocks,- and means for 'normally locking the powergiving means for a station when a car ortrain has assed such stationand is still in the ada'cent block, and means requirin the cooperation of a man at the-carjan 'a man at the power-giving means for causing said locking means to become inoperative.

4. In combination, a railroad dividedinto blocks, means for controlling a'signal to a] train or'car at the entrance of eachv block,- interlocking means between'the signal-controlling means for different,v stations between blocks, and means controlled. by the inter;-

- locking means for .recording'qthe movementsof the camper in sponse tmthd gig at nals.-"

.for controlling the operation of said signals from a" si car' or train has received such signal and 125 5. In combination, railroad divided into blocks, means for recording themovements of the cars or trains, a signal-controller'comprising a plurality of switches for contrfill'ag signals to cars or trains at the entrance to the various blocks and controlling the re'. cording means, and interlocking mechanism between said switches.

6. In combination, a railroad divided blocks, means controlled by the movements of the cars or trains for making a of such movements, a signal controller com,- prising a plurality of switches for cont ling power to operate si als for cartel trains at the entrances to t; e various-blocks, the movement of said switches alsocontrbllingthe recording means and interlocking mechanism between said switches? 1 v 7. In combination, a railroad divided blocks, automatic means dependent upon the movements of the cars or trains fori-zc'cortl ing such movements, calf-carried signals, a signal and recording means controller com prising a plurality of controlling memtiiars 90 at the entrances to the various blockaint'er locks between said controlling niembers, means for normally preventing the movement of any of said controlling. members from a predetermined signal controlling po- SltlOl'l flftGl a car or train has received such signal and while it is still in the block covered by such signal, and means for moving said preventive means from an operative to an inoperative in said block. I s

, 8. In combination, a railroad divided into blocks, automatic means dependent upon the movement of the cars or-trains for recording such movements, trafiic controlling. mechanism, .a controller for the traflic controllin mechanism and recording ,means; comprising a plurality of controlling mem bers for governing the operation of said trafiic controllin mechanism at the entrance to the various blocks, and interlocks between said controllingmeanbers;

9. Incombination, a railroad divided into blocks, automatic means dependent uponthe movements of the cars or trains for-115 recording such movements, vehicle signals, a signal and controlling means controller comprising a plurality. of controllingmembers for causing theoperation of said sigposition while the car is still nals at the entrances to the'variou's blocks, L20 vinterlocks between said controlling mam-1 hers, and means for preventing the movement of. any of said controlling. members gnal producing position after a.

while it is still in the block covered by suchsignal. lulu-combination, a railroad divided .blocks,.a record sheet, means controlled movementsof' cars or trains on the I conductor at one of said block'eritrances,

railroad for makinga graphic record on such sheetof the progress of such cars of trains, power operated signals to direct the movements of t e cars or trains onlthe railroad, means adjacent the record sheet for controlling the operation of such' signals].

and the o' eration'of 'the recording means, and inter ocking mechanism between the various parts of said signal contrhlling means. v

11. In combination, a railroad divided into blocks, one or more cars or trains on said road, an electrically controlled signa l-' ing device on each car or train, a'collector 1 carried by each car or train and controlling said signaling device, a conductor adjacent the railroad at the entrance to each block and engageable by the collectorv of a passin prlsing a plurality of switches each ofwhich controls the energization of a conductor at one of'said block entrances, interlocking means betweenxsaid switches, and

means within the sight of the operator of the signal controller and controlled by the -movement of said switches forautomath cally recording the movements tl1e t1t': 1.i ns. 12. In combination, a railroad divided into blocks, vehicles on said roads, an elec* trically controlled signaling device on eaclr vehicle, acollector carried by eachvehicle and controlling said signal ng dcv1cc,-a coir ductor adjacent the railroad at the entrance 'to each-block and engageable by the collector of a passing vehicle, a signal con troller comprising a'plurahty of switches, each of which'controls theenergizatmn of a interlocking means between said switches,

and means for causing a continuation of a signal produced on a vehicle upon the engagement of the collector on the vehicle with the conductor adjacent to the road after such engagement has ceased and until a later similar engagement takes place. v

13. In combination, a railroad divided into blocks, cars on said road, an electrically controlled signaling deviceon each car, a

collector carriedvb'y each car andqcontrol ling said signaling device, a conductor .ad ,jacent the railroad at entrance to each block and engageable by the collector ofa passing car, a signal controller comprising-a plurality of switches each of which controls the met ationof a conductor at one of said bloc entrances, interlocking means he tween said switches, means within. sight of- .the operator of the signal controller and controlled by the latter, forrecording the giving ofthe signals and the movemen't s of the cars, andimeans for causmg a contmuation of a signal produced one car upon the-engagement of the collector'on. the car ,the conductor adjacent to the road car or train, a signal controller com-1 'frmactuating' the car signal upon the sage of; the carinto-each' block, inclu i ng hta central station a controller for each blo'ck,-a plurality 'of recording elements at after such engagement has ceasedand until a latersimilar engagement takes place.

7 1a.. The combination with a block, of signal controlling means for the block,- a pluralityv of recorders l'or-the block, means cons trolled by the signal controlling means for controlling one recorder, and means for controlling another recorder, controlledby the controlling means for the first recorder.

15. The combination with a block, of a signal, electrical means for controlling the sign l, a plurality of recorders, and mechanism for operatin'gthe recorders, including a relay for said recorder-s controlled by the signal operating means, said operating mechanismfalso'including means for continuing the operation-of one recorder be-. yondthatjof the other. 1

16. The combination with a railway 'block section, of a signal, electrical-controlling means for the signal, including a circuit, a

recorder, controlling means'for the recorder,

including a; circu-it,'arelay controlled by the signal controllingeircuit. and controlling the'rccor'der controlling means circuit, and sn 'itchmechanism commonto both circuits. 1 7. The combination with a railway block section, of a signal, controlling means for the signal, a recorder, a'circult including. Y

the recorder, a lock' for'the signal controll ng means, and common means for controlling the' 'locli andthe recorder. circuit.

l8; Thecombi'fiation with a plurality of blocks, of scar signal, electrical mechanism as'-- sai ll'central station, means 'outsidethe car for" separately actuating the diiferent recording elements andincludinga plurality of*cbntrollersycertain of. which are moved by the passage of the car'into the different blocks, othersbeing movable with said cen-- trallstation controllers.

' '19. The combination with a plurality bf blocks, of-a car signal, electrical mechanism as actuating the car signal upon the passage of'thc car' into each blocmincludingjat a central stationa switch for each block,

a a plurality of electricallyoperated recordi'ng' element s, onefor each'block', anelectric circuit outside the car foreach'recordingy element, and including an electrically oper-n 1 atcd controller, and circuits-each controlled the corresponding of said electrically operv atcd controllers. v j

20. The combination blocks, of a car signal, electrical mechanism for actuating -t he .car signal upon the as. sage of the car into ,.;-each block, inclu g at a central station a switch for each block,

with a plurality of '125 rrecording alements, one for each block, an

by the movement of the car for actuating electric circuit outside of the car for each recording element, and including an electrically operated controller and amanually operated controller, and an electric circuit for each block having means for actuating the electrically operated controller for one of the recording element circuits, said block circuits being controlled by the movement of the car into thecorresponding block.

21. The combination with a 'pluralityof blocks, of a car signal, a plurality of directl0l1 recorders for each block, located at a central station, means at the central station for selecting from the direction recorders corresponding to'each block, the recorder that is to be operated for-each block, and

-means associated with the selecting means for controlling the operation of the car sig- 22. The combination with a plurality of blocks, of a car signal, means for operating the signal upon the entrancevof a car into a block, a plurality of direction recorders for each block,-,located at a central station, means at the central station for selecting from the direction recorders of each block the recorder that is to be operated for that block, and means associated with the selecting-means for controlling the operation of the signal, said last-named means etfecting the same control of the signal irrespective of which recorder is selected. A

.23. The'combination with a, plurality of blocks, of a block recorder for each block,

a direction recorder for each block, a car signal, electrically controlling the car signal upon the entrance of the car into each block, electrically operated mechanism for actuating veach block recorder as the car enters a block, electrically operated mechanism for actuating a 'direction recorder while the car isin the corresponding block, and means controlled by the car for throwing one of the direction recorders out of operation and another into operation as the car passes from one block to the next.

24. A railroad divided into a plurality of blocks, means at each block tor giving a clear signal upon the entrance of a car into each block in either direction and also givinga danger signal at each block, and mech anism for actuating said signal controlling means to give clear signals simultaneously directions in operated v mechanism for corder for each a plurality of signals to cars moving in opposite irections 4 simultaneously in spaced blocks 'andpre venting the block between said spaced blocks.

26. A'railroad divided into'a' plurality of blocks, means at each block'for givin .a clear signal upon the entrance of a car mto such block in either direction and also giv-. ing a danger signal at each block, mecha nism foractuatin said signal to give clear signalssimultaneously to cars moving in opposite directions in two spaced blocks, and means operating lock the signal actuating mechanism to. cause the .giving of a danger signal at a blockvbetween certain of said spaced block's ,asvlong as the signal giving means of said s aced giving of a clear signal ata giving meanstherewith to blocks are set in apredetermined re ation at clear.

27. A railroad divided into a plurality of blocks, electrical means for giving at each' block in danger condition whenever the on opposite sides thereof are in a, predetermined relation atmeans for certain blocks safety condition. a

28. A railroad divided into plurality of blocks, electrical means at each "block, for giving clear slgnals and a danger signal to cars moving in opposite directions, a pluswitches for setting rality of central statlon the respective block signal-giving means at clear and danger, interlocking devices moving with the switches for maintaining the signal giving means at. a block at danger Whenever the means at certain blocks on op.-

posite sides thereof are set in predetermined relation at clear. v

29, A railroad having a plurality of blocks, an electrically operated car signal,

electric means for operating the signal at each block and including a circuit, el'ectri 'cally operated recording means. outside the car, a circuit including the recording means,

and a-cont'roller for the recording means circult located in the signal circuit.

30. A: railroad having a plurality a blocks, means for giving a, signal! at each block, including an" electric circuit, a re T block including an electric c rcuit, means for controlling the respective signal circuits, closing of the signal circuits for controlling the respective recording circuits.

31. A railr blocks, means for giving a; signal at each oad having a plurality of.

andmeans operated by the I block, a recording mechani'sm,and mechameans of the block means, and

'mechanism controlled by the signal nism controlled by the signal giving means of a given block for causin the recording mechanism to be operated wiie that block, and stops its operation when the ca enters a succeeding b ock.

A railroad having a plurality of blocks, means for giving a signal at each block, a recording means for-each block, and the signal giving causing the recordto be operated and operation of the recording receding it. 33. A railroad living a plurality of blocks, means for block, operating the recording mechanism, and giving means for initiating the operation of the recording mechanism by its operating eflecting a continuation of the operation of the recording mechanism. thereby afterjthe'action of the signal giving means ceases.

3411A railroad having a plurality of t for giving a signal at each blocks, block,

, he signal giving means block ,for initiating the operation of the recorder at that block why its operating means, fandeefi'ectin'g the continuation of the operation of the recorder thereby after the actionlpf the signal giving means ceases.

3.5. railroad-n havin a plurality ;of blocks, 'electricalmeans orat each block, a recorden for*eachblock, and means tor se arately operating ea ch recorder independent y of the other recorders," "said recorderoperating: meansincluding controlling-ldevices respectively controlled by'the signal giving-means. i

.6. A railroad having a plurality of 3 blo cks,y electrical means for giving signals at each block, a recorder for each block, and

means for separately operating each recorder b independently of, the means including trolled \by the signal giving. means oi the same'iblock I for throwing thev recorder into operation; and a controlling evice controlled, by the? al giving meansof an otherblockforjifi'owing the recorder out ofoperation;

other recorders, said giving signals.

a controlling device con"- 37, A""'raili-oad plurality of blockspelectrical meansf'tor giving signals at each'block, including a cireu it for. each k, an electrically operated. recorder for each block, actuating means for thevarious recorders, inclndin controlling means ing circuits including electrically operated switches; controlled 'by the signal circuits."

raiilroad having a plurality of blocks, 'cars operating on therailroadjand vided into seetio at each block, a plurality of c. 001111112141 paratus that is set: electric clrcuits, n b or said record p -a carrying electrically -operated signals, and signal controlling means, electrical means at each block for controlling the signals, in eluding a circuit for each block that temporarily includes the signal controlling means on a car located in said block, an elec trically operated recorder for each' block, and means for separately controlling the operation of each recorder independently of the other recorders, said means including the controlling devices thatiare included in the signal giving circuits and are operated when signals q'reflgiven.

39. A. railroad having a plurality of blocks, means for giving a signal at each block, a plurality of recorders for each block, and means controlled by the signal giving means foruefi'ecting different operations of the recorders of said block.

40; A railroad having a' plurality of blocks, means for giving a' signal at each glock, a pluralityof recorders for each'l lock,

railroad having blocks, electrical means" for including an electric circuit, electrically operated recorders for each block, actuating means forone of the recorders 'of each block, including an y U a switch controlled by theflsignal circuit 'forthat hlo ck tuating means for the" other recorder of each block, including *an electric circuit, means 'for periodically en'ergizing the same and an electrically? operated switch having colitrolling'meanslocated in the'first-mentioned recorder circuit;

r i n'cluding means for giving intermittent :electrical impulses, said means being controlled y a car passing along the railway, and said recording apparatus that is set "in operation by the impulses "and; continued in tween said impulses.

43, The combination with a operation railway, of

a recording:fa-pparatuswand electricalcon--'= trolling mechanism for .the recordiiig apparatus including means for-giving interjf mittent 'el ectrical impulses as a '-car' 'p M v along the railway, said mechanism a'lso i eluding, operating mechanism y one o 44.- The names was recorder; means for an and ac- H V 42. Thecombination with a railway, of a intermittent -feathers inflame, said impulses and is another for a different section.

to set the recorder for that section in. opemr tion and stop the operation of a recorder In witness whereof, I have hereunto set my hand and seal at Indianapolis, Indiana,

this 17th day of November, A. D. one thousand nine hunflred and eleven.

PAUL J. SIM LEN. [11. s.]

Witnesses:

G. B. SGHLEY, A. M. LAYDEN. 

